Loose layered build components and vehicle front end assembly strategy

ABSTRACT

A headlight assembly for assembly adjacent at least one skin component of a vehicle includes a housing supporting at least one light and a lens attached to the housing. The lens includes at least one attribute for engaging the at least one skin component. The attribute may be a pin or an aperture formed in the lens which may extend a distance from a surface of the lens for guiding the skin component. The skin component may be a grille and the attribute may restrict movement of the headlight assembly relative the grille in a Y-axis direction forming a margin therebetween. The attribute may be a channel including a bracket for guiding the skin component, for instance, a facia into the channel. The attribute may be a cavity formed in the lens for receiving an overlapping portion of the skin component, for example, a grille.

This is a continuation of prior U.S. patent application Ser. No.15/398,068 filed on Jan. 4, 2017 the full disclosure of which isincorporated herein by reference.

TECHNICAL FIELD

This document relates generally to vehicle manufacturing, and morespecifically to a headlight assembly.

BACKGROUND

Conventional vehicle front end design and construction typically relieson independent locating, support, and attachment features for vehiclefront end components during the assembly process. This is particularlytrue for the visible exterior, or skin, components such as headlampassemblies, grilles, and fascia. This individualized approach isintended to ensure the aesthetic look of the exterior of the front endassembly which is known to be of significant importance to the customer.

Given the importance of the aesthetic look of the front end assembly,manufacturers expend significant effort through tooling, fixtures, andmanpower to establish consistent gap widths particularly between thevisible skin components. Headlight assembly installation, for example,is discrete and designed to establish a consistent gap width andflushness between the headlight assembly and related fender. In otherwords, locating, supporting, and attaching of the headlight assembliesoccurs in more or less one sequence, either before or after anotherfront end component.

Traditionally, the headlight assemblies are attached to the vehicle bodyrelative already secured fenders so as to establish consistent gapwidths therebetween and flushness relative the fenders. Such consistencyand flushness is expected and suggests quality craftsmanship to thecustomer. Once attached, the headlight assemblies are no longeradjustable. Thus, the subsequent attachment of another skin component(e.g., the radiator grille) is likewise discreetly accomplished. Thegrille is positioned between the headlight assemblies and attached tothe vehicle body such that the gap widths between each headlightassembly and the grille are the same width. Given the fixed locations ofthe headlight assemblies, the ability to establish such consistent gapwidths, however, is limited. Ultimately, the grille is positioned toestablish the most consistent gap widths and flushness possible giventhe fixed locations of the headlight assemblies.

A more recent effort to achieve consistency in the aesthetic look of thefront end assembly involves modular construction. Such modularconstruction involves, for instance, subassembly of front end components(e.g., bumper covers, headlight assemblies, grilles and/or othercomponents) which can then be assembled to the vehicle body in oneoperation. Even more, modular construction consolidatesconventionally-designed front end components in an off-line operationand commonly yields improved consistency in gap widths, improvedflushness and craftsmanship, and ultimately greater customersatisfaction. In addition, modular construction of subassemblies allowsfor more room at the end assembly facility and helps sequencecomplicated combinations of front end components thereby reducingoverall complexity and higher cost facilities such as end assemblyplants.

Despite these advantages over conventional vehicle front end design andconstruction/assembly, modular construction typically requires moreresources, in-plant floor space, and special handling tooling, andcreates ancillary costs, such as, shipping, commercial markup,additional labor, weight, and more when compared to conventional vehiclefront end designs and assembly. Often the costs and/or other facilityrequirements alone can eliminate the possibility for modularconstruction. This can be the case even when improved craftsmanship andattributes such as aggressive appearance and uncommon orpreviously-unobtainable styling improvements are desired to allow newdesigns to be competitive in the marketplace.

Accordingly, a need exists for a different approach to vehicle front endassembly methods. Any such method(s) should be applicable to anyvehicle, car or truck, and any vehicle body construction (e.g., unibody,body-on-frame, etc.), and should strive to enable superiorcraftsmanship, advanced and aggressive appearance and uncommon orpreviously-unobtainable styling improvements, ease of assembly,reduction of installation time and number of attachments, localizedrelationships of front end components and subassemblies to adjacentsystems, components, and subassemblies and/or improved customersatisfaction all without the limitations associated with conventionalvehicle front end design and construction or modular design.

Such improvements in vehicle front end assembly methods necessitate afurther need for complimentary improvements in vehicle front endcomponent designs and subassemblies of such components. Individual frontend components and/or subassemblies should incorporate combinations ofhands-free, anti-rotation, sliding or slide-capable, and otherassembly-aiding attributes which would not be required for conventionaland/or modular vehicle assembly. Such attributes should be integral inthe component designs in order to reduce or avoid costly assemblytooling and should allow for improved craftsmanship and elements such asaggressive appearance and uncommon or previously-unobtainable stylingimprovements.

SUMMARY

In accordance with the purposes and benefits described herein, aheadlight assembly for assembly adjacent at least one skin component ofa vehicle front end is provided. The headlight assembly includes ahousing supporting at least one light, and a lens attached to thehousing, the lens including at least one attribute for engaging the atleast one skin component.

In one possible embodiment, the at least one attribute includes anaperture formed in the lens. In another, the aperture extends throughthe housing.

In another possible embodiment, the aperture is a hole having acountersunk portion. In still another, the countersunk portion is formedin the lens and extends a distance from a surface of the lens forguiding the at least one skin component.

In yet another possible embodiment, the at least one skin component is agrille and the at least one attribute restricts movement of theheadlight assembly relative the grille in a Y-axis direction forming amargin between the headlight assembly and the grille.

In yet still another possible embodiment, the at least one attribute isa channel formed in the lens for receiving the at least one skincomponent. In another, the at least one attribute includes a bracketextending from the channel for guiding the at least one skin componentinto the channel.

In still one other possible embodiment, the at least one skin componentis a facia and the at least one attribute restricts movement of thefacia relative the headlight assembly in a Z-axis direction.

In yet another possible embodiment, the at least one attribute includesat least one clip for securing the at least one skin component. Inanother, the at least one skin component is a grille and the at leastone attribute restricts movement of the grille relative the headlightassembly.

In one additional possible embodiment, the at least one attribute is acavity formed in the lens for receiving an overlapping portion of the atleast one skin component. In still another, the at least one skincomponent is a grille and the at least one attribute restricts movementof the grille relative the headlight assembly.

In one other possible embodiment, a headlight assembly for assemblyadjacent at least one component of a vehicle front end includes ahousing supporting at least one light, the housing having at least oneattribute for engaging a first component of the vehicle front end andrestricting movement of the headlight assembly in a Z-axis direction,and a lens attached to the housing, the lens having at least oneattribute for engaging a second component of the vehicle front end.

In another possible embodiment, the at least one attribute for engagingthe first component of the vehicle front end includes a first pinextending from the housing.

In yet another possible embodiment, the at least one attribute forengaging the second component of the vehicle front end includes anaperture formed in the lens for restricting movement of the headlightassembly relative the second component in a Y-axis direction. Inanother, the aperture extends a distance from a surface of the lens forreceiving the second component.

In yet still another possible embodiment, the at least one attribute forengaging a second component of the vehicle front end is a channel formedin the lens for restricting movement of the headlight assembly in aZ-axis direction relative the second component.

In one other possible embodiment, a headlight assembly includes ahousing supporting at least one light, the housing having at least oneattribute for aligning the headlight assembly during assembly, and alens attached to the housing, the lens having at least one attribute foraligning same headlight assembly during assembly.

In another possible embodiment, the at least one housing attributeincludes a pin and the at least one lens attribute includes a channel.

In the following description, there are shown and described severalpreferred embodiments of the headlight assembly for a vehicle front end.As it should be realized, the headlight assembly is capable of other,different embodiments and its several details are capable ofmodification in various, obvious aspects all without departing from themethods as set forth and described in the following claims. Accordingly,the drawings and descriptions should be regarded as illustrative innature and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

The accompanying drawing figures incorporated herein and forming a partof the specification, illustrate several aspects of the method ofassembling a vehicle front end to a body and complimentary improvementsin vehicle front end components and subassemblies, and together with thedescription serve to explain certain principles thereof. In the drawingfigures:

FIG. 1 is a perspective view of a vehicle and a Cartesian coordinatesystem;

FIG. 2 is a perspective view of a front end of a vehicle with a hood,fenders and fender bracket shown in exploded view;

FIG. 3 is a perspective view of a front end of a vehicle with a bolster,active grille shutters, and a hood latch shown in exploded view;

FIG. 4 is a perspective view of a passenger side headlight assembly;

FIG. 5 is a front plan view of a passenger side fender;

FIG. 6 is a partial perspective view of a fender attribute receiving aheadlight assembly attribute during assembly;

FIG. 7 is a partial perspective view of an active grille shuttershousing attribute receiving a passenger side headlight assemblyattribute during assembly;

FIG. 8 is a rear plan view of a passenger side headlight assembly;

FIG. 9 is a partial side plan view of a headlight assembly pin engaginga fender support bracket;

FIG. 10 is a perspective view of a front end of a vehicle with aheadlight assembly shown in exploded view;

FIG. 11 is a perspective view of a front end of a vehicle with thegrille shown in exploded view;

FIG. 12 is a front plan view of a subassembly of the vehicle front endincluding the headlight assemblies and the grille;

FIG. 13 is a front plan view of a passenger side headlight assembly;

FIG. 14 is a cross sectional view of the passenger side headlightassembly including apertures for receiving grille guide pins;

FIG. 15 is a top plan view of the active grille shutters housing withthe grille and headlight assemblies shown in exploded view;

FIG. 16 is a cross sectional view of the active grille shutters housingincluding an aperture for receiving a grille guide pins;

FIG. 17 is a perspective view of a front end of a vehicle with a faciashown in exploded view;

FIG. 18 is a perspective view of an assembled front end of a vehicle;and

FIG. 19 is a cross sectional view of the lens of the headlight assembly.

Reference will now be made in detail to the present embodiments of thevehicle front end components and subassemblies and related methods ofassembling a vehicle front end to a body, examples of which areillustrated in the accompanying drawing figures, wherein like numeralsare used to represent like elements.

DETAILED DESCRIPTION

Reference is now made to FIG. 1, which broadly illustrates a perspectiveview of a vehicle 10. The vehicle 10 shown is a sport utility vehiclewhich will be used to describe one embodiment of the vehicle front endassembly methods and related vehicle front end components andsubassemblies of such components. It should be appreciated, however,that the described methods, components, and subassemblies, may beutilized with any type of vehicle (e.g., cars, pickup trucks, mini-vans,sport utility vehicles, vans, and various types of trucks, etc.).

As shown in FIG. 1, a three dimensional Cartesian coordinate system isprovided which generally orients the vehicle 10 relative X, Y, and Zdirections. The coordinate system includes an origin O and X, Y, and Zaxis lines oriented as shown by the arrows. Axis line X generallyrepresents an X-axis direction along a length of the vehicle, axis lineY generally represents a Y-axis direction across a width of the vehicle,and axis line Z generally represents a Z-axis direction along a heightof the vehicle.

Throughout the specification, reference will be made to the X-axisdirection, the Y-axis direction, and the Z-axis direction which willgenerally coincide with the X, Y, and Z directions of the coordinatesystem. For example, the phrase “restricted in the X-axis direction”indicates a restriction of movement along a length of the vehicle. Thesame applies for restrictions in the Y-axis and Z-axis directions. Suchrestrictions may be absolute wherein no movement in the identifieddirection is allowed or may be limited wherein movement within certainlimits or tolerances (defined, predetermined, or otherwise) in theidentified direction is allowed. Similarly, the phrase “an X-axislocator” refers to any attribute of a component, whether an externalskin component or otherwise, that restricts movement in the X-axisdirection. Examples of such attributes include surfaces of components,apertures, including slots, holes, countersunk and tapered slots andholes, and surfaces within apertures, and pins, straps, tabs, notches,ridges, etc.

Reference is now made to FIG. 2 which illustrates an exploded view of apartial vehicle front end 12 of the vehicle 10. As shown, the vehiclefront end 12 includes a portion of an A-pillar 14, a firewall 16, a cowl18, opposing hydroform brackets 20, a support or bunny bracket 22connected between the hydroform brackets, and a hood 24 supported by thecowl. Although not shown, the vehicle cowl 18 typically further supportsa windshield, dashboard, and instrument panel while separating thepassenger compartment from the engine compartment.

In assembling the vehicle front end 12, right and left side fenders 26are attached at varying points. The left side fender 26 is not shown inthis figure for clarity. Brackets, including bracket 28 and a fendernose bracket 30, are attached to the hydroform brackets 20 and used asZ-axis locators to restrict movement of the fender 26 in the Z-axisdirection. The fenders 26 are also attached along an upper surface ofthe hydroform brackets 20. Tab 32, for example, is attached adjacent theA-pillar 14 and tab 34 is attached directly to the A-pillar. As shown,at least the tab 32 adjacent the A-pillar 14 is used as an X-axislocator to restrict movement in the X-axis direction and accommodatepositioning of the fender 26 relative a door (not shown) of the vehicle10 to establish a consistent margin or gap width and flushnesstherebetween. A bracket 36 is used to connect a lower front portion ofthe fender 26 to a lower front portion of the hydroform bracket 20. Inthe described embodiment, the bracket 36 is attached between thehydroform bracket 20 and a fender reinforcement bracket 38.

As further shown in FIG. 2, a hood 24 is also attached to the vehiclefront end 12 at varying points. More specifically, the hood 24 isattached to the cowl 18 using a pair of hinges 38 as is known. Althoughshown in an exploded and open position (raised to approximately a 45°angle), the hood 24 is positioned during assembly to establish aconsistent margin and flushness between the hood and the fenders 26. Inorder to establish proper positioning prior to attachment, a fixture(not shown) uses reference locators 42 in the hydroform brackets 20. Thelocators 42 include 2-way and 4-way locators which restrict movement inthe X-axis and/or Y-axis directions allowing the hood 24 to bepositioned so that a consistent margin and flushness between the hood 24and the fenders 26 exists when the hood is attached and in the closedposition.

As shown in FIG. 3, additional components including a cooling moduleassembly 44 are also attached to the vehicle front end 12 at varyingattachment points. In the described embodiment, the cooling moduleassembly 44 includes a bolster 46, an active grille shutters (AGS)assembly 48, a cooling pack (not shown), and a hood latch 50. The AGSassembly 48 includes an AGS housing 52, a plurality of shutters 54, andcontrol and activation mechanisms which are not shown for clarity. Whilean AGS assembly 48 is used to describe the vehicle front end assemblymethods herein, the invention is not limited to vehicles having an AGSassembly. For those vehicles, attributes of the AGS housing 52 used inthe assembly methods described in detail below may be provided by othercomponents. For example, a bolster or a facia support member may includesome or all of the attributes of the AGS housing in alternateembodiments.

In addition, the cooling pack may take various forms depending on thetype of vehicle being assembled. A typical cooling pack includes aradiator, condenser, and related components while electric vehicles andhybrids, for example, may include different variations of heatexchangers and components. Such cooling pack components may be selectedand combined in any manner known in the art depending on the vehicle'sheating, ventilation, and air conditioning needs.

For the purpose of understanding the vehicle front end assembly methodsdescribed herein, the primary component of the cooling module assembly44 used in describing the assembly methods will be the AGS housing 52.Like several other front end components, the AGS housing 52 includescertain attributes used as locators throughout the described assemblyprocess. The remaining components of the cooling module assembly 42 areof less importance in the described assembly methods but themselves mayinclude certain attributes in alternate assembly methods.

Although shown exploded apart from the vehicle front end 12 in FIG. 3,the bolster 46 is attached to the hydroform brackets 20 using locators.The locators include 2-way and 4-way locators 56 which restrict movementin the X-axis and Y-axis directions. A surface 58 on the underside ofthe bolster 46 acts as a Z-axis locator further restricting its movementin the Z-axis direction. Prior to attachment of the bolster 46 to thehydroform brackets 20, the AGS assembly 48 is attached to the bolsterutilizing a Y-axis locator 60 on the bolster. The y-axis locator 60centers the AGS assembly 48 on the bolster 46.

In the described method of assembling the vehicle front end 12, externalskin components, or visible components, are supported using at least onenon-skin component, or non-visible component, such that a first skincomponent is moveable relative the non-skin component(s). For example,the headlight assemblies 62, i.e., skin components, are supportedrelative the cooling module assembly 44, i.e., a non-skin component, andthe fenders 26, i.e., skin components, such that movement of theheadlight assemblies is restricted in the X-axis direction and theZ-axis direction. In this manner, the headlight assemblies 62 are freeto move in the Y-axis direction while supported and prior to attachmentto the vehicle front end 12. Since each of the right side and the leftside headlight assemblies 62 is the same, further description of theassembly methods will focus on the vehicle's right or passenger sideheadlight assembly with the understanding that the same descriptionapplies equally to the left or driver side headlight assembly.

As shown in FIG. 4, the headlight assembly 62 includes typical featuressuch as a housing 64, lights 66 and a lens 68. The headlight assembly 62in the described embodiment, however, further includes certainattributes that restrict movement of the headlight assembly 62 in one ormore directions during assembly. As noted above, these attributes mayinclude exterior surfaces of components, apertures, including slots,holes, countersunk and tapered slots and holes, surfaces withinapertures, and pins, straps, tabs, notches, ridges, etc. Certain ofthese attributes are used to support the headlight assembly 62 andrestrict its movement during the assembly process. This allows theheadlight assembly 62 to be initially supported in position relative thefender 26 and cooling module assembly 44 while allowing for movement inorder to align the headlight assembly with a grille 116 andcorresponding fender 26. These attributes may vary for differentvehicles including, for example, vehicles which do not utilize an AGSassembly. In addition, others of these headlight assembly attributes areused to support, locate, engage, and/or restrict movement of othercomponents during the assembly process as will be described in greaterdetail below.

In a similar manner as the headlight assembly 62, the fenders 26 and AGShousing 50 each include attributes that support and/or restrict movementof the headlight assembly 62. In the described embodiment, theseattributes support the headlight assembly 62 and prevent rotation and/ordislodgment from the vehicle 10 during assembly. As suggested above, theheadlight assembly 62 is supported relative the fenders 26 and coolingmodule assembly 44. In the described embodiment, four attributes of theheadlight assembly 62 combine to support the headlight assembly,restrict its movement, and align it with at least one of the fenders 26,the hood 24, and/or the cooling module assembly 44. Of course additionalor fewer attributes could be utilized in alternate embodiments inaccordance with the invention.

In order to align the headlight assembly 62 with the fender 26, a pin72, referred to hereafter as a snap stud, extends from a rear of theheadlight assembly housing 64. The snap stud 72 includes a hexagonalbase for driving a threaded extension into the housing 64 to secure thesnap stud thereto. As best shown in FIG. 7, the snap stud 72 extendsfurther from the housing 64 than each of the other attributes.Accordingly, the snap stud 72 is the first attribute to engage thevehicle front end 12 during assembly. More specifically, the snap stud72 engages a first attribute of the fender 26 and initially aligns theheadlight assembly 62.

As suggested above and best shown in FIG. 5, the fender 26 includes afirst attribute which acts as a Z-axis locator. In the describedembodiment, the first fender attribute includes a lug 74 extending froman interior surface of the fender 26 generally in the Y-axis directiontoward the center of the vehicle 10. The lug 74 may be integrally formedor otherwise and includes a slot which receives a grommet 76 having asimilarly shaped slot 78 for receiving the snap stud 72 during assembly.The grommet slot 78 may include a chamfer to provide further assistancein locating the slot with the snap stud 72 or otherwise.

As shown in FIG. 6, the grommet 76 is formed to include a ridge 80within the slot 78. In the described embodiment, the ridge 80 extendsinward on all four sides of the slot 78 and is designed to temporarilycapture the snap stud 72 once inserted into the grommet 76. As shown,the snap stud 72 includes a head 82, a neck 84, and a base 86. Onceinserted as shown by action arrow A, the head 82 is captured behind thegrommet ridge 80 and is secured in position with the ridge adjacent theneck 84. It should be noted that this arrangement is sufficient tosupport the headlight assembly but also allows the snap stud to beremoved from the grommet by pulling the headlight assembly 62 in areverse direction if needed during assembly. The headlight assembly 62is firmly attached to the vehicle front end 12 at a later step in theprocess.

In addition to temporarily capturing the snap stud 72 and supporting theheadlight assembly 62, the grommet slot 78 serves as a Z-axis locatorfor the headlight assembly preventing movement along the Z-axisdirection. Even more, the slot 78 allows the snap stud 72 and thus theheadlight assembly 62 to move within the slot along the Y-axis directionfor later alignment with other components including the fender 26 and/orother skin components. Following insertion of the snap stud 72 intoposition within the grommet 76, another attribute of the headlightassembly 62 engages the vehicle front end 12 essentially hanging theheadlight assembly and securing it in position while allowing formovement in the Y-axis direction.

As shown in FIG. 7, the second attribute of the headlight assembly 62 isa strap 88 which is generally referred to as a self-locking strap in thedescribed embodiment. The self-locking strap 88 is integrally formedwith the headlight assembly housing 64, in the described embodiment, andextends generally in the X-axis direction from a rear surface of thehousing 64. The housing 64 is a molded plastic or similar material andthe strap 88 is thinly formed so as to flex during assembly from anormal or resting position to a flexed position. This allows the strap88 to deflect over and then engage a first attribute of the AGS housing52 during assembly.

In the described embodiment, the first AGS housing attribute is areceiver 92 integrally formed with the AGS housing 52. The receiver 92includes an upwardly extending tab 94. As the headlight assembly 62 isinstalled, a distal end of the strap 88 deflects upward and over the tab94 until the tab is aligned with a first aperture 96 formed in thestrap. At this point, the tab 94 is captured in the first aperture 96,which is generally rectangular in shape. This allows the strap 88 toreturn to its normal, non-deflected position. In this position, the tab94 projects through the first aperture 96 securing or hanging theheadlight assembly 62 loosely in position. In addition to supporting theheadlight assembly 62, the first aperture 96 is sized to allow movementof the tab 94 therein allowing the headlight assembly to move along theY-axis direction for later alignment with other components.

Further alignment of the headlight assembly 62 during assembly isprovided by a guide pin in the described embodiment. As shown in FIG. 8,the guide pin 98 extends from a first lug 100 of the headlight assemblyhousing 64. In the described embodiment, the pin 98 is an integrallymolded star pin which together with the first lug 100 form the thirdattribute of the headlight assembly 62. The first lug 100 is likewiseintegrally molded with the headlight assembly housing 64 in thedescribed embodiment.

The guide pin 98 engages a slot 102 formed in a first surface 104 of theAGS housing 50 (best shown in FIGS. 7 and 10) during assembly. The slot102 is a second AGS housing attribute and acts as a Z-axis locatorfurther preventing movement of the headlight assembly 62 in the Z-axisdirection. Although no chamfer is provided in the described embodiment,the slot 102 may include a chamfer to provide additional assistance inguiding the pin 98 into the slot. As with other attributes, the slot 102allows the headlight assembly 62 to move within the slot along theY-axis direction for later alignment with other components.

Further preventing movement of the headlight assembly 62 in the Z-axisdirection is a pin 106 that engages a second attribute of the fender 26and acts as a Z-axis locator. As shown in FIG. 9 (best shown in FIG. 4),the pin 106 extends from a lower, outboard portion 107 of the headlightassembly 62. In the described embodiment, the fender 26 includes a fishmouth opening 108 for receiving the pin 106. In addition, the fenderreinforcement bracket 38 may include a corresponding fish mouth opening110, if not narrower as shown, which together with the fender fish mouthopening 108 receive the pin 106. Both openings are rounded along theiropen edges to guide the pin 106 during assembly.

Once engaged, the pin 106 and/or the fish mouth opening 108 preventmovement of the headlight assembly 62 along the Z-axis direction. Asshown, the pin 106 is designed to extend beyond an outer surface of atleast the fender reinforcement bracket 38 and/or the fender 26 toaccommodate movement of the headlight assembly 20 in the Y-axisdirection for later alignment with other components including the fenderand/or other skin components. The designed extension is sufficient toaccommodate a desired range of movement along the Y-axis directionwithout disengaging the fender reinforcement bracket 38 and/or thefender 26.

When the snap stud 72, self-locking strap 88, guide pin 98, and pin 106of the headlight assembly 62 are engaged, movement of the headlightassembly along the X-axis direction is also limited. In the describedembodiment shown in FIG. 10, the first surface 104 and a second surface114 of the AGS housing 50 are integrally formed and both act as X-axislocators. Together, the surfaces locate the headlight assembly 62 alongthe X-axis direction and help prevent its rotation during assembly. Ofcourse independent surfaces for locating the headlight assembly 62 inthe X-axis direction may be added to the AGS housing 50 or additionalintegrally molded AGS surfaces or standoffs may be utilized in alternateembodiments.

At this stage of the described assembly process, the bolster 46 isattached to the hydroform brackets 20, the cooling module assembly 44 isattached to the bolster, and the hood 24 is positioned and attached tothe cowl 18. The fenders 26 are attached to the A-pillar 14 andhydroform brackets 20, and loosely support the headlight assembly 62.The headlight assembly 62 is similarly loosely supported by the coolingmodule assembly 44, and more specifically the AGS housing 50, asdescribed above.

As shown in FIG. 11, the loosely supported headlight assembly 62 is thenengaged by a grille 116 in the described embodiment. The grille 116engages the headlight assembly 62 such that movement of the grillerelative the headlight assembly is restricted. In other words, a secondskin component, i.e., the grille 116, is joined to the first skincomponent, i.e., the headlight assembly 62, such that the first skincomponent and the second skin component are fixed relative one anotherand moveable relative at least one non-skin component, e.g., the coolingmodule assembly 44. In other words, the grille 116 acts as a fixture forproperly aligning the headlight assemblies 62 relative the grille. Inthis manner, the grille 116 and headlight assemblies 62 are joined orcoupled together in a manner that establishes a consistent margin or gapwidth and flushness therebetween.

Joining these skin components together in this manner allows the frontend design engineer to incorporate certain features, including uncommonand/or previously-unobtainable styling improvements described in moredetail below. Utilizing one skin component as a fixture for one or moreother skin components provides for repeatable superior craftsmanshipeven with an aggressive appearance or use of uncommon stylingimprovements. The assembly methods provide these improvements with bothease of assembly and reduction of installation time and the number ofattachments, and do so in a simple and cost effective manner, andwithout additional tooling.

Once the grille 116 and headlight assemblies 62 are joined, forming asubassembly 118, the entire subassembly remains loosely supported by thefenders 26. This allows the subassembly 118, shown in FIG. 12, to movein the Y-axis direction to allow centering of the grille 116/subassembly118 while maintaining consistent margins or gap widths between thegrille, the headlight assemblies 62, and the fenders 26 prior toattachment to the vehicle front end 12. In alternate embodiments, theheadlight assemblies 62 may be designed to act as fixtures for engagingthe grille 116 and restricting movement in a similar manner to thatdescribed above.

As noted above, joining skin components in a manner that establishesconsistence positioning relative one another affords front end designengineers with a significant opportunity to improve the overall look ofthe vehicle through incorporation of certain design features. Thesevehicle front end features include, for example, various interlacinggrille extensions which mesh the skin components together. As shown inFIG. 12, first and second loops 120, 122 extend from the grille 116 andinterlace with an adjacent headlight assembly 124, 126 creating a meshedsubassembly 118.

In the described embodiment, the first and second loops 120, 122 areintegrally formed as part of the grille 116 and are generallyrectangular in shape. In alternate embodiments the grille extensions maybe attachments and each extension may include one or more loops. Theloops could take on a variety of shapes including a first shape for thefirst loop and a second shape for the second loop. Alternate extensionsmay include shapes other than loops, for example, one or more straightextensions, various smooth curves, and/or circles. In other words, theinterlacing extensions can take any shape.

As shown, the first and second loops 120, 122 are received withincorresponding attributes or channels 128, 130 formed in the lens of eachheadlight assembly 124, 126. Thus, the channel 128 in the firstheadlight assembly 124 corresponds to the respective first loop 120 andthe channel 130 in the second headlight assembly 126 is a mirror imageof the channel 128 and corresponds with the second loop 122. In thedescribed embodiment, the first and second loops 120, 122 are secured inposition within the corresponding lens channels 128, 130 by spring clips132 as shown in FIG. 13. The spring clips 132 are attached to tabs 133formed in the channels 128, 130 and further provide support for thegrille 116 during the assembly process. In addition to the variousattributes of the grille 116 and the headlight assemblies 124, 126 whichestablish consistent margins or gap widths between the components, thespring clips provide further assistance in ensuring consistent marginsor gap widths between the first and second loops 120, 122 and theircorresponding channels 128, 130. Of course, the grille extensions may besecured adjacent the headlight assemblies in any manner or not at all inalternate embodiments.

As generally described above and best shown in FIG. 14, the grille 116acts as a fixture during assembly for properly aligning the headlightassemblies 62 relative the grille. In the described embodiment, grilleguide pins 134 and 136 are generally positioned for engagingcorresponding apertures 138 and 140 of the passenger side headlightassembly 124. The location of apertures 138 and 140 on the passengerside headlight subassembly 124 is best shown in FIG. 13. These grilleand headlight assembly attributes work together as described below toestablish consistent margins or gap widths between the components, andto restrict movement of the resulting subassembly 118 in one or moredirections.

Returning to FIG. 14, the headlight assembly 124 apertures 138, 140receive the grille guide pins 134, 136. The guide pins 134, 136 are starpins having tapered heads which accommodate locating of the apertures138, 140 during assembly. The first aperture 138 in the describedembodiment includes a countersunk portion 142 designed to receive thepin 136 during installation and to guide or funnel it into anon-countersunk portion or hole 144.

As further shown, the countersunk portion 142 is formed in the lens 68of the headlight assembly 62 and extends a distance from a surface ofthe lens. A width or major diameter 146 of the extended countersunkportion 142 meets specific design tolerances (e.g., +0.5 mm) such thatthe grille guide pin 134 is aligned within the major diameter 146 duringassembly. As the pin 134 enters and engages the extended countersunkportion 142 as shown by action arrow B, the countersunk portion guidesor funnels the pin (shown in dashed line and labeled 134′) into the hole144 which is sized to receive the pin (shown in dashed line and labeled134″) and prevent movement of the grille along the Y-axis and the Z-axisrelative the headlight assembly 124.

The hole 144 is formed in both the lens 68 and the housing 64 of theheadlight assembly 124 in the described embodiment, and aligns theheadlight assembly with the grille 116. In other embodiments, the holemay be formed in only the housing or the aperture may be formed solelyin the lens. In each embodiment, the hole 144 acts as a 4-way locatorpreventing movement in four different directions along the Y-axis andthe Z-axis. In other words, the hole 144 serves as a Y-axis locator anda Z-axis locator to restrict movement and accommodate positioning of theheadlight assembly 124 relative the grille 116 to establish a consistentmargin or gap width therebetween.

The second aperture 140 similarly includes a tapering portion 148designed to receive the pin 136 and guide it into an un-tapered portionor slot 150. As shown in FIG. 14, the tapered portion 148 is formed inthe lens 68 of the headlight assembly 124 and extends a distance from asurface of the lens. An outer cross section 152 of the extended taperedportion 148 meets specific design tolerances (e.g., +0.5 mm) such thatthe grille guide pin 136 is aligned within the outer cross section 152during assembly. As the pin 136 enters and engages the extended taperedportion 148 as shown by action arrow C, the tapered portion guides orfunnels the pin (shown in dashed line and labeled 136′) into the slot150 which is sized to receive the pin (shown in dashed line and labeled136″) and prevent movement of the grille 116 along the Y-axis relativethe headlight assembly 124 (e.g., into and out of the drawing figure)while accommodating limited movement along the Z-axis (e.g., up and downin the drawing figure).

Again, the slot 150 is formed in both the lens 68 and the housing 64 ofthe headlight assembly 124 in the described embodiment, and aligns theheadlight assembly with the grille 116. In other embodiments, the slotmay be formed in only the housing or the aperture may be formed solelyin the lens. In any embodiment, the slot 150 acts as a 2-way locatorpreventing movement in two different directions along the Y-axis. Inother words, the slot 150 serves as a Y-axis locator to restrictmovement and accommodate positioning of the headlight assembly 62relative the grille 116 to establish a consistent margin or gap widththerebetween.

In the described embodiment, the grille 116 includes additionalattributes in the form of grille guide pins for engaging the driver sideheadlight assembly 124. As indicated above, the passenger side and thedriver side headlight assemblies 124 and 126 are mirror images of oneanother. Accordingly, the additional grille pins engage attributes ofthe driver side headlight assembly 126 in the same manner describedabove to establish consistent margins or gap widths between thecomponents. While the four grille pins are located generally in each ofthe corners of the grille 116 in the described embodiment, alternateembodiments could position the grille pins elsewhere on the grille andthe corresponding apertures elsewhere on the headlight assemblies 62.Even more, additional grille pins, or even fewer grille pins andcorresponding apertures could be utilized.

While the apertures 138, 140 in the headlight assembly 124 serve asguides for the grille pins 134, 136 and relative locators for the grille116 and headlight assembly, attributes formed on the AGS housing 50provide further guidance for aligning the grille during assembly. Asshown in FIG. 15, the AGS housing 50 includes guides 154 that engagecorresponding guide wedges or deflectors 156 on the grille 116 duringassembly. Contact between the guide surfaces 154 and deflectors 156guides or directs the grille/headlights subassembly 118 toward a centralposition where an additional grille attribute engages the cooling moduleassembly 44.

In this central position, a plurality of alignment tabs 158 on thegrille 116 are generally aligned with a corresponding plurality ofreceivers 160 on the AGS housing 50. As shown, apertures 162 in thegrille alignment tabs 158 are larger than mating apertures 164 on theAGS housing 50 to accommodate certain tolerances. In the describedembodiment, the deflectors 156 and the alignment tabs 158 are integrallyformed with the grille 116 and the guide surfaces 154 and receivers 160are integrally formed with the AGS housing 50. Again, additional guidesurfaces, deflectors, alignment tabs, and/or receivers, or even fewer,if any, could be utilized in alternate embodiments.

In the described embodiment, the grille 116 is designed to engage theheadlight assemblies 124, 126 and then be guided toward the centralposition prior to engaging the cooling module assembly 44. This order ofengagement is accomplished through grille design shape, headlightassembly design shape including the extended countersunk and/or taperedapertures 142 and 148, and by appropriately selecting grille pin lengthssuch that the extended countersunk and/or tapered apertures of theheadlight assemblies 62 are engaged before the subassembly 118 isdirected toward the central position and engages the AGS housing 50. Ofcourse, alternate embodiments may utilize more or fewer steps and maydiffer the order of engagement of components.

As best shown in FIG. 11, the AGS housing 50 includes an aperture 166designed to receive a grille guide pin 168. The guide pin 168, as shownin FIG. 16, is a star pin having a tapered head which accommodateslocating of the aperture 166 during assembly. The aperture 166 in thedescribed embodiment is a slot 170 that receives the pin 168 and guidesit into the slot. An outer cross section 172 formed in the AGS housing50 meets specific design tolerances (e.g., +0.5 mm) such that the pin168 should align within the outer cross-section. As the pin 168 engagesthe slot 170, tapering walls 174 guide the pin, as needed, into the slotwhich is sized to receive the pin (shown in dashed line and labeled168′) and prevent movement along the Y-axis while accommodating limitedmovement along the Z-axis as shown. More specifically, the aperture 166is used as a Y-axis locator to restrict movement and accommodatepositioning of the subassembly 118 relative the AGS housing 50.

As suggested, the engagement of the cooling module assembly 44 restrictsmovement of the second skin component, i.e., the grille 116, relativethe at least one non-skin component, i.e., the cooling module assembly44. In the described embodiment, the cooling module assembly 44 isengaged by the grille 116 such that movement of the grille and theheadlight assemblies, i.e., the skin component subassembly 118, isrestricted in the Y-axis direction. This effectively centers the grille116 on the cooling module assembly 44 and freezes the skin componentsubassembly 118, including the grille and headlight assemblies 124, 126,in position relative the cooling module assembly 44. Once the looselysupported subassembly 118 is centered, the subassembly including thegrille 116 and the headlight assemblies 124, 126 are fixed to the frontend of the vehicle 12.

Fixing the subassembly 118 to the vehicle front end 12 involves severalfasteners in the described embodiment. The fasteners are used to attachthe subassembly 118 to varying front end components at the X-planelocators. As shown in FIG. 7, for example, the first surface 104 of theAGS housing 50 acts as an X-axis locator and includes an aperture 103through which a fastener extends. A ninety-degree air gun is utilized tosecure the fastener in position and the grille 116 and headlight housing64 to the AGS housing 50. Similarly, the headlight assembly 124 issecured to the AGS housing 50 using a second aperture 176 in the strap88 (shown in FIG. 7). A fastener 178, shown in FIG. 9, is used to securea lower portion of the headlight assembly 124 to the fender 26 adjacentthe fish mouth Z-locator 108. Even more, fasteners are used to attachthe grille 116 to the AGS housing 50 utilizing aperture 162. Asdescribed above, apertures 162 in alignment tabs 158 positioned along anupper portion of the grille 116 are aligned with mating apertures 164 incorresponding receivers 160 during the assembly process and fastenersare used to secure the grille 116 and AGS housing 50 together at thispoint of the assembly process. Of course, additional or fewer fastenersmay be utilized to secure the subassembly 118 to the vehicle front end12.

Once the subassembly is secured, a facia 180 is attached to the vehiclefront end 12 as shown in FIG. 17. Similar to the other skin components,the facia 180 includes attributes that restrict movement in one or moredirections and help align the facia during assembly. In the describedembodiment, a first attribute, which is a first pin 182, engages anattribute in the fender 26 (best shown in FIG. 5). The fender attributeis an aperture 184 that acts as a 4-way locator limiting movement infour different directions along the Y-axis and the Z-axis. In otherwords, the aperture 184 serves as a Y-axis locator and a Z-axis locator.A second attribute, or facia pin, engages an aperture in the driver sidefender in the same manner described above with regard to the passengerside fender.

In the described embodiment, the facia pin 182 is located on a side wall186 of a notch formed in the facia. The side wall 186 generally facesthe fender 26 during assembly and helps align a first upper edge 188 ofthe facia with a lower edge 190 of the fender 26 as shown in FIG. 18. Inthis manner, the fender 26 and facia 180 are coupled together in amanner that establishes a consistent margin or gap width therebetween.Of course, alternate embodiments could position the facia pins elsewhereon the facia and the corresponding apertures elsewhere on the fenders 26with the same result and additional fasteners may be utilized to securethe facia 180 to the vehicle front end 12.

As shown in FIG. 19, the lens 68 of the headlight assembly 124 is usedas a facia locating feature in order to align the facia 180 with theheadlight assembly. More specifically, the lens 68 is molded in thedescribed embodiment with a channel 192 along a lower edge 194 forreceiving an upper edge 196 of the facia 180 and limiting its movementin the Z-axis direction. In other words, the channel 192 is anotherheadlight assembly attribute which serves as a Z-axis locator. Withinthe channel 192, a catcher bracket 198 is designed to guide the faciaupper edge 196 into the channel during assembly in order to establishproper position of the facia 180 relative the headlight assembly 124,and necessarily the grille 118. In this manner, the facia 180 andheadlight assembly 124 are coupled together in a manner that establishesa consistent margin or gap width therebetween. Given the relationshipbetween the headlight assemblies 124, 126 and the grille 118, aconsistent margin or gap width is also established between the facia 180and the grille.

In summary, numerous benefits result from the methods of assemblingvehicle front end components to a vehicle body. The described methodsare applicable to any type of vehicle and body construction and enableallow for superior craftsmanship, advanced and aggressive appearance anduncommon or previously-unobtainable styling improvements, ease ofassembly, reduction of installation time and number of attachments,localized relationships of front end components and subassemblies toadjacent systems, components, and subassemblies and/or improved customersatisfaction all without the limitations associated with conventionalvehicle front end design and construction or modular design.

Even more, the vehicle front end assembly methods necessitate a furtherneed for complimentary improvements in vehicle front end componentdesigns and subassemblies of such components. Individual front endcomponents, including headlight assemblies, and/or subassemblies,including the grille and headlight assemblies, should incorporatecombinations of hands-free, anti-rotation, sliding or slide-capable, andother assembly-aiding elements which would not be required forconventional and/or modular vehicle assembly. Such elements are integralin the component designs in order to reduce or avoid costly assemblytooling and should allow for improved craftsmanship and attributes suchas aggressive appearance and uncommon or previously-unobtainable stylingimprovements including overlapping component designs.

The foregoing has been presented for purposes of illustration anddescription. It is not intended to be exhaustive or to limit theembodiments to the precise form disclosed. Obvious modifications andvariations are possible in light of the above teachings. All suchmodifications and variations are within the scope of the appended claimswhen interpreted in accordance with the breadth to which they arefairly, legally and equitably entitled.

What is claimed:
 1. A headlight assembly for a motor vehicle,comprising: a housing including a plurality of attributes engaging witha fender and a cooling module of said motor vehicle; a lens carried onsaid housing, said lens including an additional attribute engaging witha grille of said motor vehicle, said additional attribute including achannel, provided in a front face of said lens, that receives anextension of the grille wherein said extension is a loop nesting in saidchannel; a tab carried on said lens in said channel; and a spring clipengaging said tab and securing said loop in a nested position withinsaid channel.
 2. The headlight assembly of claim 1, wherein saidplurality of attributes include a snap stud.
 3. The headlight assemblyof claim 2, wherein said plurality of attributes include a strap.
 4. Theheadlight assembly of claim 3, wherein said plurality of attributesinclude a guide pin.
 5. The headlight assembly of claim 4, wherein saidplurality of attributes include a pin.
 6. The headlight assembly ofclaim 5, wherein said snap stud engages with a lug on said fender andsaid pin engages in an opening carried on said fender.
 7. The headlightassembly of claim 6, wherein said guide pin engages in a slot formed onsaid cooling module.
 8. The headlight assembly of claim 7, wherein saidstrap engages a receiver integrally formed as a part of said coolingmodule.